lewis



L. V. LEWIS. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION F ILED NOV-12.1919.

BEEN 555mm L. V. LEWIS. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION mm NOV. 12,1919.

rs SQRYENQ a r". at? i. ri

ifii. Edit? OLFFKTE.

LLOYD v. LEWIS, or WILKINSBUEG, rEimsYLvaNiA, ASSIG-NOR TO THE UNION sWITci-r & SIGNAL COMPANY, or sn- 1 TION OF PENNSYLVANIA.

JJSVALE, PENNSYLVANIA, A CORPORA- RAILWAYTRAFEIC-CONTBOLLIN APPARATUS.

To (655 wl om itm'zag concern:

Be it known that I, LLOYD V. LEWIs, a citizen of the United States, residing at lVillrinsburg, in the county of Allegheny and State of Pennsylvania, have invented traliic governing means located on a railway car or train is controlled by energy re 'ceived from the track rails.

Y One object of my invention is the provision of a system of this character wherein three indications may be given on the car or train with vehicle governing current of one character only in the track rails, and I ac complish this object by means of impulse devices such as permanent magnets in the trackway which are efiective to influence the governing apparatus 011 the car or train only.

,in the absence of the vehicle governing ourrent. r i

I will describe certain forms of apparatus embodying my invention, and Wlll, then pointout the"novfel features thereof in.

claims. 4 g

In the accompai'iyiug drawings, Figure 1 is oiagra-nnnatic view showingone form of traclrway apparatus embodying my in- Fig. 2 is a diagrammatic View showing one forni of vehicle carried apatus embodying invention and adapt ed for cooperation with the trackway apparatus shown in Fig.1. Fig. 3 is a view showing a modified form'of vehicle carr ed apparatus also embodying my invention and also adapted for cooperation with the tra clrway apparatus shown in Fig. 1. Fig. 4 is a YlB-W showinga'moditiedform of trackway apparatus adapted for use on a railway having non-positive control territory as well as positive control territory. Fig. 5 is a 'vi' w showing a modified form of vehicle carried apparatus adapted for cooperation with the trackway apparatus shown in l and also embodying myinvention.

Fiimilar reference characters refer to simiiar-parts in each of the several views.

Specification of Letters Patent.

' Application filed November 12, 1919. Serial No. 337,389.

Patented Mar.

Referring first to Fig. 1, the reference characters 1 and 1? designate the track rails of a railway car over which trafiic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 7 into a plurality of blocks, of which only tWo. complete blocks A-B and B-C are shown in the drawing. 3

:Each block is provided with a track circult comprising as usual the track rails of the block, a source of current connected across the rails at the exit end of the block, and a track relay connected across the rails at the entrance end of the block. As here shown, the source 01"" current for each track circuit is a battery designated by the reference character D with an exponent corresponding to the particular location, this battery being reversibly connected with the rails by a. pole-changer designated P with the same exponent, and operated as hereinaitter explained. The track relay for each block is designated H with an exponent corresponding to the location, each of these relays, of course, being adapted for operation by direct current. Each track relay is of a polarized type, comprising two neutral armature contacts 2 and 8, and polarized armaturecontact 14. It follows, of course, that the polarized contact twill be swung in one direction or the other according as the pole-changer for the corresponding track circuit isin one position or the other, and that the neutral: contacts Q'and' 8 of each relay will be closed or open according as the relay is energized or deenergized.

Located adjacent the entrance end of each block is a roadside al designated by the reference character 8 with an exponent cor responding to the location. Each of these, signals, as here shown. is of the semaphore type adapted to indicate stop caution) or proceed, according as the semaphore is. in the horizontal the inclined or the vertical. 1 position. Each signal is controlled by the track relay for the corresponding block through the medium of a caution indication circuit and a proceed indication circuit. Considering S for example, the caution indication circuit is from one terminal B of a suitable source of current such as a battery, through the neutral contact 2 of. relay H wire 3, and the operating mechanism of signal S to the other terminal (lot the same source of current. The proceed indication circuit for this signal (shown open in the drawing) through contact 2, polarized contact a, wire 5, and the operating mechanism or signal S to the other battery terminal 9. This proceed indication circuit is closed only manner that the nolarit Y of the current su 3- plied to the track circuit is normal when the signal. indicates proceed or caution, and reverse whenthe signal indicates stop.

The operation of the apparatus thus far described is-in accordance with usual and standard practice, and hence no explanation is necessary. As shown in the drawing, the

block to the right of location C is occupied .by a vehicle V, so that signal indicates stop, signal S indicates caution, and signal S indicates proceed.

For each block I have provided means for connecting a source of alternating vehicle governing current across the rails at the exit end of the block in series with the track battery for the block. As here shown, this is accomplished by a transformer designated by the reference character T with an exponent corresponding to the location, the 1 secondary oi whlch 18 included in the connection between the lower track rail 1 and the polerhanger P. The primary of each transformer T is at times connected with a transmission line E, which is supplied with alternating vehicle governing current by a suitable generator E The primary circuit of each transformer T includes the neutral contact 8 the track relay for the block next in advance, so that vehicle governing current is supplied to the rails of each block when the track relay for the block next in advance is energized, but not when such track relay is de'e'nergized. In other words, this current is supplied to each block only when the block next in advance is unoccw pied.

In accordance with usual practice, a noninductive resistance 6 is interposed in the connection between the track 1 and the secondary of transformer T to limit the current drawn from this transformer and from the battery D when a car or train is near the exit end of the block.

is from battery terminal B,

Each block is provided with an impulse device M, located in the trackway at least at maximum braking distance from the exit end or" the block "for trains running at a medium s seed which I will assume to be 35 miles per hour. Each block is preferably provided with a second impulse device M located at the exit end of the block and in alinement with the magnets M. Each of these impulse devices, as here shown, is a permanent magnet, although other forms of devices may be used if desired. It magnets are used, it is, o1t course, evident that constantly energized electromagnets could be substituted for the permanent magnets, although permanent magnets are preferred onaccount of their greater reliability and on account oi the fact that they require no supply of energy.

Referring now to Fig.2, the reference clurractcr V designates a vehicle, such as a car or train, which is here represented by an axle and pairof wheels. This vehicle carries two laminated soft iron cores 9 and 9. mounted in advance of the forward axle and located over the two track rails l and 1 re spectively, Each of these cores is J-shaped, with its legs pointing downwardly, and each core is disposed transversely with respect to the rail. The two cores 9 and 9 are provided with windings '10 and 10 respectively. It is apparent, therefore, that when alternating current flows in either rail, part of the magnetic lines of force surrounding such rail will pass through the core which is di rectly ver the rail, and so will induce an alternating potential in the coil carried by such core.

The two coils lOand 10 are included in series in a receiving circuit a, which circuit also includes a condenser 16. The two coils are so connected in this circuit that the potentials induced in these coils by an al ternating; current 'flowingin opposite directions in the two rails are additive, so that the vehicle governing current in the traclr rails will cause an alternating current to flow in circuit a. The coils 10 and l0 are so wound as to have high inductance while the condenser 16 has a comparatively small capacity. and these parts are so adjusted that circui a is tuned to resonance at the frequency oi the vehicle governing current it follows, therefore, that condenser 16 will be charged to a comparatively high potential by the comparatively feeble current inducedin circuit a. by the vehicle governing current in the track rails. This potential,

.is however, too feeble to reliably actuate comprises a vacuum bulb 11 containing driven by a wheel of the vehicle V.

filament 12, a plate 14, and a grid 13 interposed between the filament and the plate. The filament 12 is constantly heated by a battery 15. r a

The grid of amplifier K is excited by the potential in circuit a across the terminals of condenser 16, and the plate circuit of this amplifier includes a. direct current generator G and the primary of a transformer J. The secondary of this transformer ener gizes the grid circuit for amplifier K and the plate circuit of the latter amplifier ineludes the generator G and the primary of a transfomer J The alternating current induced in the secondary of transformer J 2 is transformed into pulsating direct current by a rectifier. L and is used to energize a relay R, which .I willterm the continuous control relay. It will be seen, therefore, that relay R will be energized or not, according to whether or not the rails of the block occupied by the vehicle are supplied with vehicle governing current.

Located also onthe vehicle V is a second relay N, which I will term the medium speed relay. This relay is provided with a 'ick-up circuit which passes from a battery 17, through Wire 18, front contact 1915f relay R, wire 20, and windingof relay N tobattery 17 It will be seen, therefore, that relay N is closed as long as relay R is closed. Relay N is provided with a holding circuit vwhich passes from the battery 17, through wire 21', 0011' 22, wire 23, front contact2t of relay N, wire 25, and winding of relay N to battery 17. Coil 22 is located on a core.26 of magnetizable material which is mounted on thevehicle V in such position as to pass in close proximity to the trackway magnets. Mand 'M .VVhen the pickup circuit for relay N is opened, due to the opening of relay R, relay N. will remain which time a current impulse will be induced in the holding circuit which monentarily neutralizes and reverses the current from battery 17, and so causes relay N to open, This relay will then remain open, due to the fact that its contact 24 is in cluded in the holding circuit.

Relays R and Nmay be employed to control vehicle governing apparatus of any desired type. As here shown, these relays,

together with a. circuit controlling device Z,

are employed to control a brake application magnet Q- which vis so arranged as to, cause an application of the brakes when the magnet becomes deinergized. The circuit controlling device Z includes an arm 30,

which is operated by a centrifugal device (not shown), and which device in turn'is v Vvlien the vehieleiis at rest, the arm 30 occupies the position in' which it is shown in the drawing;' when the vehicle is in motion,

arm 30 moves to the left so that when the speed of the vehicle exceeds 15 miles per hour, this arm passes out of engagement with contactsegment 29; when the speed exceeds 35 miles per hour the arm passes out of engagement with contact segment 28; and when'th-e speed exceeds 65 miles per hour this arm passes out of engagement with contact se ment 27.

VVhen relay it is energized the following a per hour: from terminal B, through the back point of contact 31Q'of relay it, wire 33, front point of contact 34: of relay N, wlre 35, contact 28-30 of circuit controller Z, Wire 37, and magnet Q to terminal 0. When'r'elays R and N are both open and the speed of the vehicle does not exceed 15 miles per hour brake magnet Q, is energized through a circuit which passes from terminal-B, through back point of contact 31 of relay R, wire 33, back point of contacti3i of relay N, wire 36, contact 29-430 of circuit controller Z, wire 37, and magnet Q to terminal 0. V

It will be observed that while relay R is closed, the vehicle governing apparatus g veswhat may be termed a hi h speed indication, but when relay R is open and relay N is closed, this apparatus gives what may be termed a medium speed indication, and that when both relays are open the apparatus glveswhat may be termed a low.

speedindication. As here shown, these indications are given through the medium of brake application apparatus, although it is understood that any other form of apparatus or devices may be employed without departing from the scope of my invention.

The operation of the apparatus shown in Figs. 1 and 2 is as follows:

In Fig. 1, I will assume that the vehicle V, which is shown to the left of point A,

is equipped with the apparatus shown in Fig. 2. The block to the left of point Ais supplied with vehicle governing current from transformer T so that relav R on this vehicle is closed. It follows that as the vehicle V passes point A, the trackway magnet M will have no efiect on the vehicle-carried apparatus. supplied with vehicle governing current from transformer T so that vehicle V may proceed through this block at 65 miles per B1001; A-B is less. magnet M in this block relay N will be hour withoutincurring an automatic application of the brakes. Owing to the'presence of the vehicle governing current in the rails of this block, magnets M and M forthis block have no effecton the vehiclecarried apparatus. -Block B-C is not supplied with vehicle governing current, because track relay H for the block next in advance is open. As vehicle V enters block B-C, therefore, relay R will open, thereby causing an automatic application of the brakes unless the engineer has reduced'the speed of the veh1cle to 35 miles per hour or When the vehicle passes trackway opened, so that an automatic applicationol the brakes will occur unless the engineer has already reduced the speed of the vehicle to-l5 miles per hour or less. Trackway magnet M at point C wlll, of course, have no effect on the vehicle carried apparatus so that vehicle'V may enter the occupied block at point C at 15 miles per hour or less.

I will now assumethat when the vehicle V is in block B-C, the preceding vehicle V passes out of the block next in advance.

Relay lil will then close, thereby supplying vehicle governing current to the rails of block B C, so that relay R on vehicle V will close, thereby permitting this vehicleto immediately resume full speed.

The reason for the trackway magnet M' at the exit end of each block is to cause a low speed indication on the vehicle at this point if the signal at this point should change to the stop indication after a tram has passed the trackway magnet M immediately in the rear.

Referringnow to Fig. 3, the apparatus" shown herei-n'is similar to that shown in Fig. 2, the only difference being that means are provided. for requiring the engineer toacltnowledge the caution and stop signals in order to permit the train to proceed at speeds corresponding to the indication given by the signals. The relay R is controlled in the same manner as in Fig. 2, and relayll is also controlled in the same manner as inFig. 2 with the efcception of an additional circuit whichwill bepointed out hereinafter; The .high speed circult for'brake magnet Q is from terminal 13 of a-suitable source of cu rrent,-through contact 31 of relay R, wire 38,

back contact 39 of an auxiliary relay X,

wire 40, contact'2730, wire '37, and magnet to terminal 00f the same source of current; This circuit, it will be seen, is closed only when relay'R-is closed and relay K" open; The medium speed circuit for magnet" .Q, is from battery terminal B, through contact 34: of relay N, wires 4-3 and 44:, contact 45 of an auxiliary relay X wire 4C6, contact 47 of relay X, wire48, contact 28-30, wire 37, and magnet Q to battery terminal 0.

This circuit is closed only when relays N,

V tery terminal 0.

Fig; While this vehicle is in the position shown in Fig. 1, relay lt w ll be closed, because vehicle governing current is supplied to the rails of the block in the rear of point Relay is is open asshown in 1g. lt iiollows, therei'ore, that the high speed circuit for brake magnet Q, will'be closed. I As L;

vehicle V passes through block Elii3 no change will occur, because thisbloch is sup plied with vehicle governing current, butas the vehicle passes point B, the supply but vehicle governing current is cut off, so that relay It opens. Assuming that the engineer talresno action atthis point, itwill be seen that the high speed circuit for magnet Q becomes open at contact 31 of relay Rand the medium speed circuit of this magnet remains open at contact l? of relay X, so thatthe low speed limit is immediately imposed upon the vehicle; If, however, just before pass ing point B the engineer closes push button U. relay X will be-closed, the pickup circuit being from battery terminalB, through trout point of contact. 49 relay ll,

. wire 50, push button U, wire 51, and

winding of relay tothe battery terminal'Ol As soon as relay opens, a stick circuit for relay X is closed, this circuit being from battery terminahB, through the back point of contact 19 of relay R, wire 52, 'contact53 of'relay X, wire 54, and winding of relay X to battery-terminal O. Relay X will, consequently, remain closed as long as relay R is open. RelayX being closed, the medium speed circuit for magnet Q, is closed. so that the vehicle may proceed into block B'C at 35,11'll-1GSPBI' hour or less without incurring anautomatic application of the brakes. Upon passing magnet M in block 'B-C, relay N 'will be opened as in Fig. 2, thereby opening boththe medium and the low speed circuits for the-magnet Q at contactsfiiland 41 respectively. Unless the engineer takes immediate action, the brakes will beapplied, regardless of speed, so that the vehicle will be brought toastop.

Itwil'l be observed that the medium'speed circuit for brake magnet Q is controlled by a contact 45 of a relay X This relay is energized as long as relay R is closed, the clrcuit benig from battery 1 terminal B, through contact of relay R, Wire 56, Wlre brake. application at the location of ma 57, and winding of relay X to battery terminal 0. After relay R opens, relay X remains closed, due to a holding circuit as long asrelay N is closed, this holding circuit being from battery terminal B, through contact 34 of relay N, wires 43 and 59, contact of relay X wires 58 and 57, and winding of relay X? to battery terminal O. It will be seen, therefore, that relay X? does not' open until both relays R and N have opened. If, therefore, after passing magnet M, the engineer closes push button U, relay N will'be closed again by virtue of a circuit which passes from battery 17 throughwire 65, back contact 64 ofrelay X which relay is now deenergized, wire 63, push" button U wires 62 and 20', winding'of relay N and wire 61 to battery 17: Relay N will then remain closed, owing to, its holding circuit which passes through coil 22'. With relay N closed, the low speed circuit formagnet .Qv is closed, so that the brakes maybe re .leas'ed and the vehicle may proceed through the balance of blockv B'C and into the block next in advance at, 15 miles per hour or less.

' If the engine'er had closed ush button U just before passing magnet and held it closed while passing themagnet, relay N would haye been opened and relay X 'deenergized, as before, but relay N would be immediately closed again, before the-brakes started to apply, by virtue of itsfp'ick up circuit through push button U and, back contact 64 of relay X so that an automatic M would be avoided provided the speed of the train were kept below1 5 miles per hour. Referring now to Fig. 4, the portion of track here shown, is divided into two sections of positive control territory separated by a stretch of non-positive, control. By

positive control territory I mean territory wherein means are provided for supplying the track with vehicle governing alternating current. Each stretch of positive control territory is provided with trackway apparatus which is similar to that shown in Fig. 1, the signals andpole changers being omitted, however, to'simplify the drawing.

- 'Located adjacent the entrance endv of the non-positive territory is a trackway magnet WV, so placed as to be out of alinement with respect to the trackway magnets M and M .As here shown, magnet Wis an electromagnet which is constantly supplied with-cure rent from a battery 78, althoughfthis-magnet might equallywellbe a permanent magnet. a r V Referring now to Fig. 5, the apparatus here shown-is particularly adapted for cooperation'with the trackway system shown in Figgi; Thisapparatus ls'the sameas "that shown in Fig.2,e'xcept that anj additional r'elayyY i s"proyided forithe purpose gnet' '65 miles per hour, regardless of the condition of relays R and M. V Relay Y is provided with a pick-up cir cuit which passes from a coil 67, through wire 68, windingof relay Y,and wire 69 to I coil 67. Coil 67 is located on a magnetizable core 66 which is mounted on the vehicle in such position as to pass d rectly over the trackway cut-out magnet W. As the vehicle enters the non-positive control territory, magnet W .will induce current mo-,

mentarily in the circuit of relay Y, whereupon this relay closes. A holding circuit for relay Yis then closed'which passes from battery 70.. through wire 71, back contact 72 of relay R, wire .73, contact 7 4 o'f'relay N, wire 7 5,.contact 76 of relayY, wire 77 wire 1 6S, Winding ofrelay Yand wire 69 to battery 70., It follows, therefore, that relay Y when once closed will remain closed as long as relay R is open and relay N closed. I As soon as the vehicle passes into positive control territory the closing of relay R will deener- 'gize ,relay'Y so that the'control of the brakes is restored to relays R and N. If, however, relay R fails to pick up when the train enters positive control territory, relay Y will remain closed until" a permanent trackwaymagnet is encountered, where-- vupon relay N will open andthuswill open the holding circuit for. relay Y. If desired, a, special trackwaymagnetM may be provided for this purpose, which magnet. is located at the entrance end of the positive control territory. This magnet will cause grelay N to open unless relay R is already closed due to vehicle governing current in the track rails.

It follows that if the vehicle governing apparatus is out of order when the vehicle enters positive control territory, relay Y will I open so that the low speed limit will be imposed on the vehicle; i

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications maybe madef therein within the scope of the appended claims without'departing from the spirit and scope'of my invention.

Having thus described my invention what .Iclaimis: V

1., Railway trafiic controlling apparatus comprising track rails divided into sections, means for each section for supplying alternating vehicle governing current to the rails of the section when the section next in ad .vance is unoccupied, a permanent magnet for each section located in the trackvvay at least at maximum braking distance from the exit end of the section for trains running at medium speed, a continuous control relay on a vehicle, means located on the vehicle and controlled by said vehicle governingcurrent in the track rails for energizing said relay, a medium speed relay n said vei0 hicle, a pick-up circuit for said latter relay controlled by a front contact of said continuouscontrol relay; a holding circuit for V said medium. speed relay including a front contact of the relay itself, a source of our- --rent and a coil in inductive relation to said trackway magnets for neutralizing the effect of said source of current when the vehicle passes over a magnet; and governing means on the vehicle for giving a high speed in dication When said continuous control relay is energized, a medium speed indication 'y'vhen the latter relay is deenergized and thelmediumspeed relay is energized, and a low speed indication ivhen'both relays are deenergized;

2. Railway traffic controlling apparatus coinprisingtraclr rails divided into sections, means for each section for supplying alternati'ng vehicle governing current to the rails ofthe section when the section next in advance 1s unoccupied, an impulse dev ce. for

each section located in the t 'ackivay atleast at maximum braking distance from the exit end of the section for trains running at me- 'dium spe'ed, a continuous control relay on a vehicle, means located on the vehicle and coni trolled by said vehicle governing current in the track rails for energizing said relay, a -medium speed relay on said vehicle, means 40 'for' energizing said medium speed relay while the continuous "control relay is energized and forkeeping it energized after the continuous control relay becomes dee'ner gized until the vehicle passes over an impulse device, and governing means on the vehicle for giving a high speed indication when said continuous control relay is energized, a medium speed indication when the latter relay is deenergized and the medium speed relay is energized, and a; low speed indication when both relays are deenergized 3. Railway traliiccontrolling apparatus comprising means for supplying vehicle governing energy to the tI'HClKWflY, perma- 7 nent magnets located in the trackway, a continuous control relay on a vehicle, means controlled by said trackway energy for en ergizing said relay, a medium speed relay on the vehicle, a pick-up circuit for said latter 6 relay controlledbya front contact of the continuous control relay, a holding circuit for said medium speed relay including a source of current and a contact of the'relay itself andia coil in inductive relation to said at 'trackway magnets for neutralizingthe cur.-

rent from said source, and governing means on said vehicle controlled by said relays.

l. Railway traffic controlling apparatus comprising means for supplying vehicle governing energy to the trackway, means on a vehicle for giving a high speed or a medium speed indication according to the presence or absence of said energy and impulse devices located in the trackway for causing said vehicle carried means to give ttlOW speed indication in the absence of said trackwayr energ 5; Railway traiiic controlling apparatus comorisinn' means for sun 31 in vehicle o i l e: i

governingenergy to the trackway, impulse devices located in the trackxvay, and means on a vehicle for giving a high speed or a medium speed indication according tothe presence or absence ofsaid energy and a low speed indication on passing one of said impulse devicesin the absence of such energy.

6. Railway 7 traliic controlling apparatus comprising means for supplying vehicle governing energy to the trackway, impulse devices located; in the trackway, a continuous control relay on a ve'hicle, means controlledby said trackvvay energy for energizfing said relay, a medium speed relay on the vehicle, meansfor energizing said second relay While'the first is energized, and for keeping it energized alter the first relay opens untila trackwayimpulse device is encountered; means controlled by said relays for normally giving a high speed inclication when the continuous, control relay is energized, a lowspeed indicationwhen the latter relay is deenergized and themediuin speed relay is closed, and a stop indication 'whenboth relays are open, and means under a vehicleresponsive to the presence and ahsen'ceof vehicle governing energy in the trackway, a medium'speed relay on said vehicle,means for energizing said medium speed relay while the former relay is closed and for keeping it'energized after the continuous control'relayopens until a trackvvay impulse device is encountered, vehicle goveriiingimeans controlledby said relays, a

' cutout relay. on the vehicle havinga pick up circuit, means located at the entrance to non-positive control territory for energizing said pick up cireuit,.means for holding said latter relay closed While the continuous con trol relay isopen and the medium speed relay closed, and means controlled by said outout relay for removing said vehicle govern ing means from controlby said continuous control and medium speed relays.

In testimony whereof I efiix my signature 1n presence of two wltnesses.

LLOYD V. LEWIS. l-Vitnesses:

A. HERMAN WVEGNER,

BERNARD E. OHOGAN. 

